Wood cellular laminated railway car



June 23, 1953 GOLDBERG 2,642,817

wooo CELLULAR LAMINATED RAILWAY CAR Filed A ril 27, 1951 16 Sheets-Sheet 1 A A E 8A A N 3 nhhh h June 23, 1953 B. GOLDBERG 2,642,817

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Filed April 27 1951 16 Sheets-Sheet 9 June 23, 1953' B. GOLDBERG 2,542,817

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fru nZcrn ,Berlrand G0 [db era Patented June 23, 1953 Bertrand Goldberg, Chicago, .Ill.,' assignor to. Pressed Steel Car Company, Inc., Chicago, Ill., a corporation ofPennsylvania Application Apr'il27, 1951, Serial No. 223,248

This invention relates to'ra'ilway "car construction and involves improved structural features in the construction of a railway car made'from wood, laminated plywood and veneers, the several parts being adhesive'ly joined together.

The fundamental object of the instant invention is to provide improved formation and arrangement of par-tsand elements over thestructure shown in my 'copending application Serial No. 151,883, filed Marc'h25, 1950.

A specific object of the invention is to provide improved end and sidewall construction in plywood freight cars yet retain the virtues of the monocoque cellular construction.

It is a further object of the invention to provide an improved floor construction characterized by longitudinal and transverse arrangements of joints thereunder.

It is a further object of the invention to provide an improved plywood cellular freight car construction wherein the yoke and bolster construction provide for improved load distribution and shock absorptioniin the car. a

Other objects both specific and general will in part be obvious :and in part appear hereinafter.

This invention accordingly is embodied in .a

freight car construction characterized by being of a cellular or monocoque formation employing plywood largely in the formation thereof, "the invention including the features of construction, combinations of elements and arrangements of parts hereinafter to be described in tgreater .de-

tail.

It should be understood that the fundamental features or" the construction are useful in forming cars for carrying ordinary freightorfor use in refrigeratorcars. Where :a car is to be used as a refrigerator unit, :thecertain iadditionalfeatures provided to permitcooling of goods stored therein are peculiar to the formation of refrigeration units themselves rather than to'the car construction.

In the drawings, "Figure .1- is aqside elevation of the car partly in the section'showingthe general arrangement of parts and illustrating the manner in which the :cellular construction :is carried through the walls, roof and .end of the Figure 2 is a plan view :of the :car showing it partially in section so that the cellular construction of the roof and the iraming'of vthe'fioor-and the relation thereof to .the :bolster and yoke'may be determined.

Figure .3 is a bottom plan view of the .carshowing the bolster yoke construction and its relation to the bottom of the car.

'30 Claims. (Cl. 105140.4)

.Figure 4 is a longitudinal section through .the bolster, yoke and bottom of the car, taken along the line '44 in'FigureB.

Figure *5 is :an end view of :the bolster yoke construction to showits relation to thebottomofthe car, the section being taken along the line 5-5 of Figure-3.

Figure .6 is an end view of the bolster yoke, and :bottom .of the .car taken .in section to show the relation of the parts, the section being taken .along thejline 6-;6 of Figure .3.

Figure '7 is a plan view of the floor of the car at one end thereof t'owiillustrate the details-of the arrangements of joists in relation .to the under carriage. I

Figure ,8 is a section through the .floor of the car taken along the line ,88 of Figure '7.

Figure 9 is a section through .the floor of the Y I cartaken along line 99 of Figure 7.

Figure 10 is a view in section throughthe floor of the car similar to that shown in Figure 9.

Figure .11 .is an enlarged detail View of a joint formed by the end wall of the car and the bottom thereof.

Figure 12 is an enlarged detail view showing the connection between an end wall and a side wallof a car.

Figure 13 is a plan view of a bolster plate and ichannelsupport.

Figure 14 is a section taken through the bolster plate and channel support taken along the line l4i4 in Figure 13.

Figure 15 is a section taken through the bolster plate and channel support to show the retaken along the line l8l8 of Figure 1'7.

Figure 19 is .a section transversely through the car taken :to show how the cellular constructionzof the top, side walls and bottom is inter-re- ,lated.

Figure 20 i a detail of the top corner formed where-the top and side wall'are broughttogeth'er.

Figure '21 is a detailed showing of how the side wall and bottom arebrought together with the curved corner element on the outer edge of the-car.

Figure 22 isan elevation of the door frame and .door construction.

Figure 23 is a section taken along the line 23-23 of Figure 22 to show the relationship of the top and side elements formed around the door frame.

Figure 24 is a detail of the door sill showing the relationship of the side of the car, sill, door, jamb and the floor joists formed thereunder.

Figure 25 is a horizontal section taken through the side of the car above the door sill to show the relationship of the side walls bottom and door sill.

Figure 26 is a section taken through the sid of the car under the door sill to show the relationship of the several joists, filler units and parts of the sill.

Figure 27 is a detail of the door frame showing the nailing strip insert.

Figure 28 is a side elevation of a portion of the nailing strip insert shown in Figure 27.

Figure 29 is a plan view showing in detail an element of the nailing strip used for applying strapping.

Figure 30 is a view taken at line 3030 of Figure 29 to show the relation of the strapping construction to the side wall of the car.

Figure 31 is a side elevation shown with the outer skin of the car removed to illustrate the interior cellular construction of the door.

Figure 32 is a section through the door taken along the line 3232 of Figure 31.

Figure 33 is a section taken along the line 3333 of Figure 31.

Figure 34 is a detail view showing the relationship of the door to the door lamb and the mechanism of forming a tight closure.

Figure 35 is a section through the door frame at line 35-35 of Figure 22 to show the relationship of the door frame work to the side wall of the car.

Figure 36 is a section through the door sill of the car showing the relationship of the finished floor line to the door sill and the steel plate.

Figrue 3'7 is a section through the door frame illustrating the relationship of the roof of the car to the curved longitudinal corner element and the top of the door frame.

Figure 38 is a section through the end wall of the car along the center line of the bottom showing the relationship of the draft sill to the bolster yoke.

Figure 39 is a section taken along the line 39-39 of Figure 38.

Figure 40 is another showing of the draft sill taken along the line 4040 of Figure 38 to illustrate the forward face of the steel shock absorber plate of the draft sill.

Figure 41 is a section along the line 41-4! to show the details of construction at that point in the yoke.

Figure 42 is a bottom plan view of the draft sill showing its relationship to the bolster yoke.

Due to the great reduction in scale compelled by the requirement of showing an object as large as a freight car in the restricted space available, it is to be understood that wherever in the drawings there is shown a laminated construction, each lamination itself is formed of plywood, for example, usually of inch or 74; inch thickness and the grain of the plywood laminations is made to run at about a 45 angle to the axis of the piece being shown.

As indicated, a fundamental object of the invention is to provide a Wooden railway car employing a simple cellular laminated construction which will make the car substantially as strong as a steel car employing conventional beam type construction, but have the superior features attributable to the characteristics of wood, principally that of providing a light car of the same load carrying capacity as a stee1 car of the same size. Since wood is more easily worked than metal, it also makes the car cheaper to build, easier to clean, maintain and repair.

It has been found that laminated oars built in accordance with the principles set forth in the instant application will be materially lighter than a corresponding steel car. For example, a 40 foot steel refrigerator car will have a tare weight of about 67,000 pounds Whereas a 50 foot car of the cellular type construction described herein Wil1 have a tare weight of about 54,000 pounds. Where the wooden car is to be used as a refrigerator car, the increased length permits the installation of permanent ice bunkers. Also, in the wooden car the natural insulating qualities of wood enhance the advantages of the construction.

A characteristic of the cellular type construction wherein plywood skins are stressed and fastened across struts is that stresses developed in a car are distributed relatively uniformly throughout the skins forming the shell.

Basically a car mad in accordance with the instant invention consists of a shell formed of two or more sheets of plywood adhesively secured to a series of wooden separators arranged in a cellular pattern. The plywood skins take the compression, tension and stresses which develop in the girder construction formed by bonding plywood sheets to the wooden separators and the wooden separators themselves generally take the shear stresses. It should be understood also that complete separation of types of stress is not attainable and that the plywood skins themselves will take some of the shear and the separators will also take tension and compression loads. For example, in the floor of the car where heavy joists are used to separate the layers of plywood in the floor, the lumber rather than taking shear stresses will take both shear and compression forces. Since changes of stress may occur in the end of the plywood floor of the box car, the solid thickness of plywood is built up with the plies running at angles of 45.

Exhaustive discussion of the development of stresses and strains in a railroad car would be too lengthy for the purpose of the specification. It is to be understood therefor that, in general, the placement of supports and separators throughout the car has been done with a view to eflicient transmission of the load in the car through the side walls to the axle of the car and also the efficient distribution of stresses and strains throughout the skin thereof.

A complete understanding of the mechanical structure of the car will be more readily attained by an examination of the drawings together with the accompanying description thereof. For convenience, the various views have been grouped and a new numbering sequence for parts has been adopted for each group with only occasional reference back to a preceding set of figures.

The general views-Referring first to Figures 1 and 2 the car comprises essentially six panels, a bottom l0, a top H, sides 12 and I3 and ends I4 and I5, which panels are connectable by means of rounded corner elements at the several longitudinal corners of the box, indicated in Figure 1 as corners I6 and I1, and eight actual corner elements, the three shown being designated as I8, I 9 and 20.

The car itself may be visualized as a rectangular box having the six faces held together by longitudinal curved corner elements holding the several faces in their rectilinear position together. At the respective eight corners of the box formed where an end, side and top come together a separate corner-element having a double curvature to match themeeting'of the side and top, the end and top, side and end is slipped into place. I

The car body is hung on bolsters 2| and 2 which in turn provide support for the wheels 23 and 24. The ide of thecar is equipped with doors of substantially conventional type, for example, doors which may be pulled out of' the opening and then slid back along the side of the car substantially parallel thereto being preferred.

The door shown in Figure 1 is designated 25.

fag-64231? By making Figure 1 partially a section and partially a phantom view, the cellular construction of the side, end, top and bottom may be seen. The details of the cellular arrangement of spacers and kin in the top, and, sides and bottom will be set forth in the description of subsequent views. that longitudinal and transverse spacers are used in all sides of the car. Thu in the top the transverse spacers in Figure 1 are seen in end section and longitudinal spacers are seen in direct elevation. In the end I5 the skins of that portion For the present it suffices to say of the car appear and a single vertical spacer is fit within the inner and outer skins of the sides,

end and top and are glued in place to hold the carassembled. In the figure the top outer skin is removed showing the transverse and longitudinal spacers 30 and 3|. Each of the skins, it

is to be understood, is formed of plywood. The edges of the top itself are formed sothat the end to provide a supporting surface. The end construction,where-the floor joins the end wall of the car, is supported by a plurality of spacers 52 glued to each other to form a'firm end for the floor. These end spacers together with spacers 53 and 54 placed among the fioor joists at theend of the car provide support for the underlying bolster and yoke.

*The doors opening on either side of the car, are formed where the side meets a steel frame. 55 which-includes wood filler 5-6, which in turn is fastened to the sidewalls of thecar. The details of the construction of the door are set forth in a subsequent portion-of the specification.

The bolster yoke.*Sincethe function of the freight car is to house and haul'loads, an important portion of the structure thereof is that of the bolster'yoke by means of which the load of the freightis' transmittedfrom the floor of the car to the walls and to the wheels. Also',- the draft sill by means of which the caris hooked 'onto a train and the force of the pull is transmitted to the car is an important portion thereof. In Figures there is shown a plan view of the bottom of the car to illustrate the location of the draft sill, bolster yoke and structure for receiving the load. Figure 4 is a longitudinal section taken through line 4-4 of Figure 3, showing the relationship of the several parts of the body' of the car. Figures 5 and 6' are similarly identifiable as transverse sections at respective planes 55 and "G -6 of Figure 3. I

Briefly, the bolster yoke consists of a number of plywood laminations 60, formingthe basic unit of the structure. In the group'of laminations there are formed arcuate and inclinedopenings I BI, '62, '63 and 64 for the two pairs of wheels of spacers define substantially the line to which the corner unit reaches in the final assembly.

In Figure 2, the sidewall construction i also shown and it consists of a typical section composed of an outer skin 40, spacers 4i, seen in end section, and longitudinal spacers 42, fitting therebetween to form cells, and an inner skin 43. It should be understood that the skins 40 and 43 are of laminated construction and are composed of plywood. The innermost skin itself has a Masonite wearing surface which willbe shown in detail subsequently. g

The formation of the ends is different from the sides and it-will beseen that the vertical corner element 44 fits within the inner and outer skins 40 and 43 of the side and is locked in place by means of a spacer 45' which provides gluing surface for the inner face of the corner-element. The end is formed of a plurality of vertical supports 46 adhered to each other and to the inner and outer'skins 4'! and 48. I

The framing of the bottom is also indicated in the figure and consists of transverse floor joists 50, spaced from each other by spacers 5| all 'of which are gluedtogether at their adjoining faces a truck which would be mounted on axles supported at these points in the car. It will also be noted that the yoke 60 consists of afseries of laminations and itis to be understood each lamination itself is a plywood piece wherein the grains of theseveral laminae thereof are made to .ru

. at 45 angles to the axis of the bolster. a

In the figure 65 is a steel plate fastened to the bottom of the car by means of bolt 66 and 61 as shown in Figure 4. The'structure of the draft sill by means of which the car is connected to a leading one in'a train is shown as consisting of a draft unit 10 which is essentially a steel channel support which at its inner end is recessed into the bolster lamination andheld therein :by' a channel support 1| boltedacross the opening of a recess in the bolster; Fastened to the draft unit itself is the steel plate 12, which is backed by a resilient rubber pad 13 placed between the plate and the end of the bolster opening 65. Also formed on the forward sides of the steel plate 12 are the rubber pads 14 and 15., This construction, wherein the steel plate is pushed within forward and rear rubber pads, forms a shock absorber for absorbing the starting and stopping force transmitted thereto by striking plate 10 of the draft sill. The details of construction by means of which this shock absorber and Figure 4. I

y In; Figure 4 the floor 49 of the caris seen supported on joists 50 and the laminations of the bolster yoke 60 are seen in section. The steel plate 65 by means of which the. bolster yoke is fastened to the bottom of the car is also seen in section.

1 The forward portion of the drawing shows the .draft sill striking plate ill fitting into the aper- .sill unit and seen also in Figure 3 is the steel plate 16 which serves to limit the forward movement of the draft sill under load application. It will be seen that the channel support H is also bolted to the fioor of the car through laminations ,in the bolster yoke by means of bolts 11 and 18.

In Figure 5 the section taken along 5-5 in Figure 3 is shown in detail in order to illustrate the relationship of the floor 49 of the car to the bolster yoke and the means by which the load is transmitted thereto. Seen in section are the upper wearing face of the floor and its bottom face with sides l2 and i3, terminating inwardly at the Wearing face of the floor where they receive the curved longitudinal bottom corner units 1-6 which are glued in place by means of filler pieces as indicated and shown in detail in subsequent sections. The floor construction immediately above the bolster, shown in plan in Figure 2, appears in section in Figure 5. Directly over the central mounting for the bolster yoke the floor not only has its transverse joists 50 but has longitudinal filler blocks 53 fitted and glued therein to provide .for solid transmission of the load from the floor to the bolster yoke. The yoke 60 itself and the plate 65, which appear in section, are shown in their relationship to the bottom of the car. It is to be understood at this point also that the laminations of the bottom of the car themselves are individually formed of laminated plywood, as are the laminations of the bolster yoke.

In Figure 6 there appears an end elevation of the bolster yoke and its relationship to the bottom of the car as it appears at the plane 6-6 indicated in Figures 2 and vEl. Here also the sides of the car I! and i3 terminate at the finished floor of the car, and inside are fastened to longitudinal curved corners it which are held in place by fillers. The recess 65 in the bolster yoke is shown lined with a metal housing 19 of relatively light gauge which serves to unify the formation of the aperture. The laminated bolster yoke construction 60 is seen as being bolted to the floor of the car by means of bolts like 66 and 61. Within the aperture thus defined the rubber pad, steel plate and striking plate of the draft sill are guided in use of the car.

Floor framing detaiZs.-In Figures 7, 8, 9, 10, 11 and 12 details of the floor framing, the finishing thereof and the joining thereof to the walls for the joists themselves. Typical lumber for this purpose would be nominal 2 X 8, and the filler blocks would constitute pieces of the same material. The joists are thus held in a frame relationship by being glued together at their ends over a large area by the gluing blocks. Spaced between the joists over the bolster yoke itself in a pattern like that shown, so as to provide rigidity over the bolster yoke, the filler blocks B2 are inserted and glued together in the same fashion as the end fillers. At the end of the car there is arranged a series of end filler blocks 83 across the entire width thereof, corresponding in size and shape to the joists.

In Figure 8 this arrangement of joists and fillers is shown as related to the finished wearing surface 84 of the floor of the car. Similarly, the forward end of the car 85 is'seen terminating at the floor and joining the corner element 86 which is glued in place to the bottom face 81 of the floor and held rigidly in place by insertion over the filler blocks 83.

In Figure 9, which is the section taken along the line 99 of Figure 7, the relationship of the floor joists to the filler blocks arranged at right angles thereto, is seen, and the joist 90 is seen in plan and the fillers 9| in section. The floor surface itself consists of a plywood surface 92 glued directly to the floor joists and filler strips to which is attached a Masonite wearing surface 93. It is understood that the plywood surface 92 can be a single layer of relatively heavy plywood, or a plurality of layers of lighter wood. Similarly, the plywood bottom skin of the floor forms part of the joint between the cellular fioor and the side walls Where corner element 95, typical of those used at any corner edge of the car, meets with the side of the car and the bottom thereof. At those points where the corner 95 contacts the inner surfaces of the side 96, it is glued in place. Similarly, at point 91 where the corner 95 meets the bottom skin of the car, it is glued and filler 98 serves as a keying unit to provide firm connection between the entire corner element and the upper skin, as well as the bottom skin of the floor. Thus the corner element is glued to the side and bottom of the car over its entire interior face and only the exposed exterior curved section is not glued thereto.

The details of this glued, keyed joint, may be seen by examination of Figure 10, taken along plane l0-I 0 of the Figure 7, Where the end blocks are identified as 98 in Figures 9 and 10.

In Figure 11 the manner in which the end of the wall of the car is connected to the bottom is shown, thus to relate the parts of the bottom to those shown in Figures 7 and 8. The joists identified generally as 80 in Figure '7 are seen as joist I09 in Figure 11. The series of gluing block identified as 83 in Figure 7 apears as such in Figure 11. The upper skin of the floor shown consisting of a pair of layers of plywood, corresponds to the skin 92 shown in Figure 9, which is topped with a wearing surface 93 of Masonite." Similarly, the bottom skin of the fioor is formed of a plurality of. layers of plywood I0], I02 and (03, the inner one IOI being terminated short of the forward edge of the floor and being of a thickness to match the thickness of the forward curved corner element NM. The forward end of the car has its outer skin I05, like the other skins thereof, formed of a plurality of layers of plywood adhered to inner framing members I06, which in turn carry an inner skin I01 which is made of a plurality of layers of plywood topped with a wearing surface [08 of Masonite. The gluing area between the forward curved bottom corner element I04 and the outer skin of the end of the car is provided at I09, the inner skin of the car being broughtv down within the curve of the corner thereof and a correspondingly shaped 

